Fuel-feed device for internal-combustion engines



March 1 1927?,

J. SHAWY FUEL FEED DEVICE FOR INTERNAL COMBUSTION ENeIEEs Filed 001:. 8. 1925 2 Sheets-Sheet 1 E INVENTIQR .JShaw I BY qm zigmuq ATTORNEY Mamh 1, 1921- 1,619,379

J, sHAw FUEL FEED DEVICE FOR INTERNAL COMBUSTION ENGINES Filed Oct. 8, 1925 2 s 9 a INVENTOR ATTORNEY Patented Mar. 1, 1927".

UNITED STATES PATENT OFFICE.

JAMES SHAW, 'OF FRANCISCO, CALIFORNIA.

FUEL-FEED DEVLCE For. INTERNAL-COMBUSTION nimnvns.

Application filed October a, 1925. Serial 1%. 61,293.

.named type with a simple and positively time the engine operatingumechanism for injecting a'charge of raw el oil into the cylinders during the intake stroke, and constructing the in-- jecting plunger in such a' manner that the oil will be forcefully injected into the cyl1nders in the form of a spray, withoutthe use of exteriorly applied compressed an as 15 commonly done. This not only provides a simpler structure than is usually the case with Diesel or semi-Diesel engines, but will cause the fuel spray to efiectively mingle with the charge of compressed air already in the cylinders, so that proper and eflicient burning of the oil will be had. a

What I have done therefore is to convert the previous type of engine intoone of the Diesel type, and I do this without changing the construction of the engine itself in any appreciable manner. i The operating mechanism for the ignitmg plunger is so constructed thatno. damage to the plunger or to the seat for the same can ever occur even should sediment or the like form or lodge on the seat.

The plunger is so located and operated however that it is directly in the path of the spent gases being discharged from the cylinders, so that such, gases will tend to sweep and maintain the exposed position of the plunger in the clean condition. At the same seat itself is not then exposed to the gases so that there is no tendency for the same to become burnt or corroded or for foreign matter to lodge'thereon.

I have also simplified .and improved the itself so as to provide a high compression motor. and yet one which will be produce very smooth in operation, and 'in which vibration will be reduced to a 'A further object of the invention is to a simple and inexpensive device and yet one which will be exceedingly effective for the purpose for which it is designed.

These obiect's accomplish by means of leads such structure and relative arrangement of parts as will fullyappear by a perusal of the following specification and claims.

In the drawings similar characters of reference indicate corresponding parts in the several views. 1 I

. Fig. 1 is a side elevation ,of the motor showing my improved fuel feed device operatively connected therewith.

Fig. 2 1s a sectional elevation of the motor and the fuel feed mechanism.

Referring now more particularly to the characters of reference on the drawings, the numeral 1 denotes the cylinder block of the enginc a continuous member having a centralhollow transverse wall 2'arranged to divide the block into two cylinders 3 of equal length with a communicating and restricted passage 4 therebetween past the wall at the upper surface of the cylinder bore.

Reciprocating in the cylinders are pistons 5 having transverse pins 6, which project through longitudinal slots 7 in the cylinder walls. The outer ends of these pins are connected to rods 8' which extend to connections with opposed crankarms 9 fixed on the main crank shaft 10 which projects through the central wall 2.

In operation therefore this shaft continuously rotates, while the pistons reciprocate in the cylinders, the stroke of the pistons being of course determined by the length of the crank-arms.

Air ports 11 communicate with the cylinders and are positioned to be covered by the pistons except when the pistons are at the inner ends of their strokes or adjacent each other. i

'An air pipe 12 outwardly of the cylinder block communicates at its opposite ends with the-cylinders by ports 13 which are positioned to be covered .by the pistons only when the latter reach the outer ends of their 1 strokes. A" single ort 14 leads from the pipe 12 to one of e cylinders, and is uncovered by the corresponding piston only when the latter is in its outermost position. A leesimilarly located exhaust port 1,5 m the other cylinder,-preferably at the lower end thereof. The ports 14 and 15 are therefore located on opposite sides of the wall 2. .The end caps or heads 16 on the linders are to form compressed an: or cushion chambers for the pistons yond the ports 13,

.With the above arrangement of partsthe air previously admitted to the cylinders through the ports 11 is now forced into the pipe 12. lrVhen the pistons reach' the outer mits of their stroke, this air rushes into the cylinders through the port 14, while at the same time the spent gases pass out through the port 15 by reason of their own pressure and by the rush of the incoming air. This current of gas sweeps through the restricted passage 4, tending to maintain the walls of the same in a clean condition.

The fuel feed device which I use in connection with the above described parts is constructed as follows:

17 denotes a vertical barrel mounted in the block 1 directly above the wall 2 and passage 4. The lower end of the barrel is formed with an inturned flange 18 allaround to leave a restricted opening into the passage 4. A sleeve 19 is turnably mounted in the barrel resting on the flange or ledge 18,.the rotation of said sleeve being controlled by a radial handle 20 above the barrel. A radial port 21 is cut through the sleeve a short distance from its inner end, and communicates with a fuel supply pipe 22 secured to the barrel. It will therefore be seen that by rotation of the sleeve the supply of oil from the pipe to the interior of said sleeve may be controlled at will.

Slidably mounted in the sleeve for vertical movement is a plunger 23 adapted to seat on the flange 18, which projects inwardly of the,

sleeve 19. The lower cnd'of the plunger is provided with a tapered tip 24.

The plunger normally tends to move outwardly of the sleeve by reason of a spring 25 acting thereon, and seating on the outer end of the barrel. The action or this spring is restrained, and the movement of the plunger controlled by means of a form of rockerarm which comprises a rigid portion 26 and a flat spring extension 27 which bears on the top of the plunger, the strength of the spring 27 being greater than that of the spring 25. This portion 27 being of spring material, it prevents damage to any portion of the structure should theplunger resist a complete inward movement, or to such an extent as to cause it to rest on the ledge 18 as it is intended to do.

The portion'26 is pivoted on a supporting bracket 28 projecting from the cylinder block. The s ring 27 is preferably secured ontothe mem r 26 by two cap screws 29 so arranged that on removal of one screw the other serves as a pivot for the' spring member 27 allowing the latter to'be turned to one side. This enables the plunger to be readily and uickl removed when with out l l aving to detach the rocker-arm from the bracket.

The em e h a central p or 1 9 the mm with a singe 7 30 to ride on a two-point cam 31. This cam is mounted on a shaft 32 journaled in the bracket 28, which shaft is driven athalf the speed of the shaft 10 by suitable means, such as by sprocket wheels 33, connected by a silent chain 34.

The cam is so designed that when the pad 30 is on either high face A of the cam, the plunger is completely depressed in the sleeve,

and when the pad is on either low point B of the cam, the plunger is allowed to rise to its full outward limit of movement by the action of the spring 25, thereby causing the port 21 to be uncovered. This allows oil from the pipe 22 to momentarily pass down the interior of the sleeve 19 and drop onto the shoulder or ledge formed by the flange 18. Then with the return and inward movement of the plunger to its innermost position, this oil is forced from the ledge into the passage 4, being squeezed by contact with the lower end of the plunger. This causes it to be projected against the tip 24 and deflected thence into the passage 4 in all direc tions in the 'form of a spray, which spray is of course ignited as usual in Diesel engines by the heat of compression in the cylinders.

This action causes the burning oil to be thoroughly mixed with the compressed air in the cylinders, so that proper and efficient combustion of the oil is bad.

The cam is also so designed and timed in its movement relative to the position of the pistons in the cylinders, as to cause the plunger to remain in its innermost position for the full extent of the firing stroke; to move outwardly for the first half of the intake and compression stroke and to then move inwardly to its closed position during the last half of the compression stroke. This arrangement, as will be evident, causes the flange-ledge to be protected from becom ing pitted and from receiving any deposit of carbon or the like during the firing stroke 0 ange it would onl be n v'- to make face 2 of twice the arcuate length of that shown.

From the foregoing descri tion it will be readily seen that I have ced such a. device as substantially in fills the objects of the invention as set forth herein.

While this ification so"? forth in detail the present an preferred construction of the device still in practice such deviations from such etailmay be rmorted to as do not form a departure from the spirit of the in vention, as defined the up claims. thus d, my mvmtion what I claimas new and useful and desire to secure by Letters Patent is:

municatingwith the compression chamber of the engine, a plun er reciprocable in the barrel, means forfee ing fuel into the barrel into the path of movement of the plunger, spring means tending to retract the plunger in the barrel, and yieldable means for advancing the plunger toward the inner end of the-barrel.

2. A fuel feed device for an internal ,combustion engine comprising a barrel communicatin with the compression chamber of the engine, a plunger reciprocable in the barrel, means for feeding fuel into the barrel into the path of movement of the plunger, spring means tending to retract the plunger in the barrel, a rotatable cam and a rocker arm. engaging the cam and the outer 'end of the plunger; one portion of said A fuel feed device for an internal com-' bust1on engine comprising a barrel com-.

of the engine, said barrel having an inturned flange at its inner end to form a flat ledge surrounding a central orifice, a plunger reciprocable in the barrel and'flat on its inner end to engage the ledge, means for feeding oil into the barrel in the path of movement of the plunger, a tapered tip depending from the lower end of the plunger, and means for causing the plunger to reciprocate from a point outwardly of the ledge to an engaged relation With said ledge, whereby the tip will then project in- Wardly beyond the ledge. v In testimony whereof I affix my signature.

' JAMES SHAW.

a 25 device for an internal com- 

